US908180A - Third rail. - Google Patents

Description

. J. WILGUS & 1:". J. SPRAGUE.

THIRD RAIL.

APPLICATION FILED MAY 2?, 1905.

Patented Dec. 29. 1908.

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THIRD RAIL.

APPLIOATION 11.21) MAY 27, 1905.

Patented Dec.29,1908.

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THIRD RAIL.

APPLICATION FILED MAYZT, 1905' 908,180. Patented Dec. 29,1908.

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THIRD RAIL. APPLIOATIVON BIL-ED MAY 27, 1905.

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THIRD RAIL.

APPLICATION FILED MAY 27, 1905.

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THIRD RAIL.

APPLICATION FILED MAYZT, 1905,

Patented Dec. 29, 1908.

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THIRD RAIL.

APPLICATION I'ILED MAY 27, 1906.

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THIRD RAIL.

APPLICATION FILED HAY 2'7, 1905. D en en. 9 SHEETS-SHEET 8,

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UNITED STATES PATENT OFFICE.

WILLIAM JOHN WILGUS, OF YONKERS, AND FRANK JULIAN SPRAGUE, 01" NEW YORK, N. Y.

THIRD RAIL.

Specifica of I otters stem).

Patented Dec. 29, 1908.

Application filed May 27, 1905. Serial No. 262,626.

To all whom it may concern:

Be it known that we, GUS, of the city of Yonkers, in the county of Westchester and State of New York, and FRANK JULIAN SPRAGUE, of the city, county, and State of New York, both citizens of the United States of America, have invented cer tain new and useful Improvements in Third Rails, of which the following is a specification.

The object of our invention is to produce an under-contact conductor, particularly applicable as an inverted third-rail with suitable supports from which it is atlu'oughly insulated, and with a suitable protective cover or sheathing throughout its length, the whole being combined to form an undercontact conductor with a structure having the following characteristics, to wit: 1. The cover acts as a protection, insulator and splice. 2. The distribution of the joints is such that the rail and cover afl'ord support each to the other, and provide for the adjustment of the rail to varying temperatures and stresses. 3. The relation of the parts is simple, thus facilitating, and minimizing cost of construction and repair, and enabling the constructor to keep the structure within the restricted limits of clearances for all kinds of rolling stock. 4. The entire electrified part of the structure is shielded from accidental contact and grounding by trespassers and employees. 5. Pockets are avoided where snow, sleet or other matter may accumulate and cause trouble. 6. The structure is so shaped that icicles cannot form from the contact surface of the rail, but only at a distance from the rail, where they will be readily cut oil by the contact shoe, thus insuring greater certainty of continuity of contact and less likelihood of flashing. 7. The structure is so arranged that leakage and consequent possible charring of the wood covering near and at an accidental] grounded support is made impossible y the interposition of a moisture proof and final-woof insulating section at the support. 8. he system is so constructed that it is adaptab c to curved as well as straight lines of track, and can be fitted at. frogs and switches in the ordinary course of track laying. 9. Aiincmcnt of the rail independently of vertical alinement of the brackets is secured without straining at the 1 connections.

10. The requisite.lnechanieal strength and insulation is brought within a limited space and with few parts of mate- WILLIAM JOHN WIL- rials which can be rcadil obtained.

In order to attain the foregoing objects, we have invented an und oontact rail structure wherein an under-contact rail is supported by brackets, referably loosely between holding-blocks oi tough, moistureproof insulating material which may be a refractory material with high insulating properties, such as reconstructed granite, which are supported at the brackets and in close and protect the sides and top of the rail at the brackets. The rail is provided through its entire length between the holding-blocks with a protecting and insulating. cover or sheathing made in strips and sup ported by the rail, the material being such that the strips can be conformed to any curvature in the track.

The drawings have been carefully made to scale, so as to show the adaptation of our structure to standard steam and electric railway practice under the principal conditions that require consideration.

In the accompanying nine sheets of drawings, which form a part of this specification, Figure 1 is a cross section of a two-track road, each track of which is equipped with an under-contact rail embod ing our invention, and also showing by otted lines the requisite clearance for maximum equipment permitted on the road. Fig. 2 is an elevation and Fig. 3 is a. top view'showing a section of the under-contact rail. Fig. 4 shows in plan a portion of a four-track road with the preferred disposition of under-contact conductors and brackets with respect to the road as a whole. Fig. 5 is a section of the under-contact rail taken through the wood protection on the line B --B of Fig. 6. Fig. 6 is an elevation and Fig. 7 is a top view oi the under-contact rail at one of the anchors.

' 8 is a section of tho under-contact rail F1 taEen on the line A-A of Fig. 6 at the edge of an insulating block, and also of the contiguous track-rail showing their relation to each-other and to the maximum equipment line. Fig. 9,is a section taken at the line D-D of Fig. 15 through the wood protection of two under-contact rails meeting at a frog and supported from a special form of bracket. Fig. it) is an edge view and Fig. 11 is a top view of this form of bracket the iron contact rails and insulating pd'i'ts being omitted. Fig. 12 is a section of the structure of Fig. 9 taken at the line D'--D 0! lit) Fig. 15 at the edge of the insulating block and showing the relation to a contiguous track-rail and the maximum equipment lines of both tracks. Fig. 13 is a side view and end view showing the modified forms of wood protection or sheathing stripp and refractory or other tough insulating locks employed at frogs. Fig. 14 is a side view and end view of the modilied form of iron contact rail, and Fig. 15 is an elevation of these parts assembled. Figs. 16, 17 and 18 are sections 'ittlWIl to a lar er scale of the under-centric :aL! at a frog ta on at the lines iii--15. l l). and CC respectively. Figs. 19 and Lil) coniprise side, top and section views of a block clamp. Figs. 21, 22 and 23 are respectively sections on the line F---F of Fig. 22, an elevation and a top view of an insulating block. Figs. 24 and 25 are side and front views of a wood protection clamp. Fig. 26 is a section on the line B--B of Fig. 6, showing the outline of two adjacent wood proteetin strips. Figs. 27 and 28 are respectively an e evatlon broken away and a sectional view on the line G-G of Fig. 27,showing an improved form of telescoping electrical rail bond. Figs. 29 and 30 are similar views showing a slightly modified form of electrical rail bond. Fig. 31 is a side elevation with the wood protection re moved, showing a flexible bond connection. Fig. 32 is a section on the line J-J of Fig. 31. Figs. 33 and 34 are respectively an elevation and a section on the line KK of Fig. 33, showing the manner in which the wood protection is mortised when this form of bond is em )loyed. Figs. 35 and 36 are views similar to Figs. 31 and 32, the latter being a section on the line LL of Fig. 35, showin the addition of fish-plates. Figs. 37 an 38 are respectively aside elevation and a section on the line M-M of Fig. 37, showing a modified form. of wood protection in three instead of two parts. Figs. 39 and 40 are respectively a section on the line N-N of Fig. 40 and a side elevation, showing a modified form of insulatin holding-block in three pieces. Fig. 41 ilustrat-es a plan for the third-rail construction at a cross-over between four tracks. Fig. 42 illustrates a plan for the third-rail construction at a cross-over between four tracks where space is more limited. Fig. 43 illustrates a plan for the thirdrail construction with cross-overs from an intermediate track to each of two adjacent tracksfor the same direction of travel on the intermediate track. Fig. 44 illustrates a plan for the third-rail construction with cross-overs from an intermediate track to each of two adjacent tracks for the same di rection of travel on the intermediate track wherespace is more limited.

iron contact rail 11., right su porting brackets b b, are employed, the brac ets being evenly spaced at intervals of one-third of the raihlengths and so posiand cast-iron upcos, 180

tioned with reference to the rail that the points of meeting of consecutive rail-lengths will lie midway between adjacent brackets. As the rail is conveniently obtained in thirtythree foot sections, there will be in usual and ordinary practice one bracket for every eleven feet of rail. The brackets are spiked to the tops and near the ends of ties of extra length.

A pair of holding-blocks c c are mounted at each bracket and the rail issus' ended from the bracket between these ho din -blocks. The brackets are each provided wit a face against which rests the outer face of the block of the pair farthest away from the track. A horizontal ton ue d is positioned upon this face of the brac et and enters but does not closely fit a corresponding roove in the block, thus preventing the bloc from sliding down the face.

The pair of blocks are held against the face of each bracket by a steel clamp-hook e, the hooked end of which enters but does not closely fit a roove in the track-side block of the pair, ant? overlies the to where it lies in a groove in t etop of the air of blocks, whereby endwise movement of the blocks is prevented. The structure also enables the top of the clamp-hook to be brou ht down to the level of the top of the bloc and by making these clamp-hooks of steel, we avoid the bulky top encroaching on the clearance line of e uipment which'would be required if the who e structure were of castiron.

The stem of the hook asses loosely through a hole in the'u per end of the bracket to which the hook is rawn by a nut. The blocks meet above the rail and the clamp holds the .blocks securely to each other and to the rail and the bracket. But the blocks conform loosely to the rail, and because of this and other features of construction elsewhere pointed out, and further, because the clarf-hook or hook-bolt employed has somafi ibility, there results a certain vertical play between the railand the brackets to a low for the displacement of an bracket by reason of insuflicient ballasting of the tie towhich it is spiked and consequent depression under heav trafiic or because of departure of the trac from correct alinement, whether temporary or permanent, and from whatever cause. By reason of the looseness of the support, the weight of the rail is solely relied upon to oppose the upward thrust of the contact shoe. The grooving and other features of the blocks are alike, so that the blocks are interchan cable.

Between the points of protection and support of the rail at the brackets by the moisture-proof blocks, the rail in turn supports and 18 protected by a sheathing formed of strips 0 wood ff of about the same crosssectional form as the blocks. Wood is seof both blocks,

lected because of its tensile strength, and because it can be readily adapted to curves, the wood being saw-cut when necessary. The wood is held in place when practicable by clamps g g which embrace the tops and sides of the )rotecting strips, such methods of hold ing being preferable to bolts because they are adequately insulated from the rail by being entirely outside the Wood and open to inspection. Modification of this construction is, however, ermitted at frogs, where bolts h h are substituted for the clamps g g. This is because of the diminished vertical thickness of the structure owing to the necessity of beveling the contact surface for the entrance of shoes and at the same time maintaining clearances at the top. The bolts also prevent end-displacement of the protecting strips. Along regular track such displace ment is prevented by the abutment of the stri s at each end with the blocks which are helr. at the brackets.

It will be seen that the blocks and wood strips form a continuous protection for the sides and top, made up of abutting, alternately short and long sections of insulation, the former being refcrably practically lireproof, substantial y impervious to moisture and of high insulation, and the latter posscssing tensile strength, cheapness and [lexibility. The two to yct her form a protective sheath of substantially unbroken line, so that any equipment objects, such as loose bolts or springs, or material carried by the equipment. and happening to lie outside the equipmcntline and to touch the third-rail structure, may drag along the top or inner side without liability to cause injury before discovery.

In Figs. 27 and 28 are illustrated two forms of telescoping electrical bond in the form of a pair of plugs which enters the ends of both rails. llolcs are drilled in the abutting ends of the rails, th n reamed, and while bright, sleeves Ir of low oxidizable metal, as bronze or aluminum, are driven into the holes. lnsideof these are lugs 1, preferably of the same metal as the s eeves, to revent electrolysis. The plugs snugly 1t the sleeves to insure good electrical contact, but so as to slide to compensate for variations in the lengths of rails at varying temperatures. The lower plug of the two is of a modified construction, consisting in the provision of a plug of tubular form which is slotted along one side, thereby im iarting a greater range of elasticity to the plug so that the desired closeness of fit bet ween the plug and the sleeves can be secured with less machining. By using two plugs at the abutting ends of each pair of reds increased colnluctivity and a better doweling of the rails for alincmcnt are secured.

In Figs. 29 and 30 is illustrated a further modification of this type ol bond, consisting of the additional provision of a lining in for the lug so that a metal, such as aluminum, whic 1s not subject to oxidation, may be used for the par's which slide on-each other, and a copper core may be employed to secure greater conductivity.

Figs. 35 and 36 show an alternative form of bond, consisting of a bent strip n, which is soldered or welded to the rails near their meeting ends. Tie plates p, held to the webs of the rails by bolts g, keep the rails in alinsment. A bond of this type is referable to the form of bond first described at the ends of sections which may require removal and replacement where it is not possible, owing to rail insulation at each end, to shift the rails endwise sufliciently to take out or assemble with the telescoping form of bond.

In Figs. 37 and 38 the protecting cover is made in three parts, this form being preferable on account of economy in lumber from which the covering is constructed, absence of joints through which water can fall into the spaces between the covering and the rail, and because clamps may be dispensed with. A top strip 1' is chambered to receive the top bulb of the rail, and one of the bottom stri s s s is nailed in place before assembly ont e rail. After hooking the top strip and the bottom strip nailed thereto, onto the rail, the other strip is nailed in place as shown.

In Figs. 39 and 40 is illustrated a threepart holding block, the joints coming at the sides instead of at the top, so that water will be less likely to reach the space between the block and the rail. The parts are mortised together so that the clamp-hook will hold them all in place. Joints in the block are not essential to the invention herein disclosed, as one-piece blocks could be slipped onto the rail from the end, but as some of the available refractory insulating materials, such as reconstructed granite, have little tensile strength, and may crack when clamped in place, they are made in two or more parts in the first instance, thereby determining the position of the joints, preventing chipping at corners and making assembly more convenient.

The invention has been herein illustrated in connection with the well known bulb form of web-rail, but it is likewise applicable to othler forms of web-rails and other forms of fill S1.

What we claim as new and desire to secure by Letters Patent of the United States is:

l. The combination of an under-contact rail, supporting brackets, holding-blocks suspending the rail from the brackets and protecting and insulating the rail at the points of suspension, and a sheathing of bendable insulating material supported by the rail and protecting the rail between the points of suspension. substantially as described.

22. The combination of an lllilltF-(UfliitCt rail, su porting brackets, holding-blocks of a non-c arring moisture-proof material suspending the rail from the brackets and pro tecting the rail at the points of suspension, and a sheathing of bendable insulating material supported by the rail rail between the points stantially as described.

3-. The combination of an under-contact rail, supporting brackets, and holding-blocks loosely suspending the rail from the brackets and protecting the rail at the oints of suspension, substantially as descri ed.

4. The combination of an under-contact rail, s'u porting brackets, holding-blocks of a non-cliarring moisture-proof material suspending the rail from the brackets and protecting the rail at the points of suspension, and a protecting sheathing of insulating material supported from the rail between the holding blocks of adjacent brackets, substantially as described.

5. The combination of an under-contact rail, supporting brackets, holding-blocks of a non charring moisture proof material loosely suspending the rail from the brackets and protecting the rail at the points of suspension, and a protecting sheathing of insulating material supported from the rail between the holding-blocks of adjacent brackets, substantially as described.

6. The combination of an under-contact rail, supporting brackets, holding-blocks of a non-charring moisture-proof material suspending the rail from the brackets and protecting the rail at the points of suspension, and a protecting sheathing of insulating material supported from the rail and abutting'against the holding-blocks, substantially as described.

7. The combination of an under-contact rail, supporting brackets, holding-blocks of a non-charring moisture-proof material supporti the rail from the brackets, and clam fiiooks for holding the blocks to the brac ets, substantially as described.

8 The combination of an under-contact rail, a supporting bracket, holding-blocks of a noncharring moistureroof material supportin the rail from t e bracket, and a clamp- 00k for holding the blocks together and against the bracket, substantially as described.

9. The combination of an under-contact web-rail and protecting strips of insulating material supported from the rail, consisting of a top strip enveloping the top bulb of the rail and side strips secured to the under side of the top strip and engaging the web of the rail, substantially asdescribed.

10. The combination pf'apright brackets, holding insulators embracing the rail, supporting arms for the insulators, and arrander-contact rail yieldingly caryiied by the and protecting the of suspension, subarms and insulators from the brackets, substantially as described.

l 11. The combination of upri holding insulators embracing t e rail, supporting arms for the insulators, and an under-contact rail yieldingly carried by the arms and insulators from the brackets at one side of the brackets and assing beneath the arms, substantially as escribed.

12. The combination of an under-contact rail, brackets, insulators carrying the rail spaced along the same and carried by the brackets, and a detachable sheathing carried by and covering the rail between the insulators, substantially as described.

13. In a third rail supporting means, in combination, a bracket; two insulating blocks adapted to receive and support the rail between them and a hook bolt extendi over said blocks for securing them to sai bracket.

14. In a third rail sup orting means, in combination, a bracket aving a bearing face; two insulating blocks adapted to receive and support a rail between them; and a hook bolt adapted to extend over said lblocks for securing them to said bearing ace.

15. In a third rail supporting means, in combination, a bracket having a substantially vertically-extending bearing face; two insulating blocks adapted to receive and support the rail between them; said blocks extending over the upper part of said rail; and a hook bolt adapted to extend over said blocks for securing them to said bearing face. i

16. In a third-rail supporting means, in combination, a bracket having a bearing face and a tongue projecting from said face; two insulating blocks, one of said blocks having a groove to receive said tongue and the other block having a recess therein; and a hook bolt, one end of which is adapted to lie in said recess, said bolt being adapted to secure said blocks to said bearing face.

17. In a third-rail supporting means, in combination, a standard having a bearing face and a tongue projecting from said face, said face having an opening therein; two insulating blocks adapted to receive between them the base and web of the rail, one of said blocks having a groove for the reception of said tongue and the other block-having a recess therein; a hook bolt having an extended end adapted to lie in said recess, said bolt extending over said blocks, the other end of said bolt passing through the opening in said bearing face; and a nut having a screw thread engagement with said bolt.

18. In a third-rail support means, in combination. two brackets; two insulating blocks adapted to receive between them the 'baseland web of the rail. 21 pair of said ht brackets,

' reception of blocks being damped to each of said biack- 1 ets; and a protective covering extending i from one pair of the said blocks to the other and comprising ii cap piece grooved for the i the base of she rail, and two i longitudinal side pieces extending inwardly form the sides of said cap piece to the we of the rail.

this 25th day of May, 1-905.

WILLIAM JOHN WILGUS. FRANK JULIAN SPRAGUE.

Witnesses HENRY A. STAHL, MAX SEBIRI.

Signed by us at New York city, N. Y.,

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